Ley hollenbech



(No Model.) v 2 Sheets-Sheet 1.

- J. GRAY.

AUTOMATIC: RAILROAD SWITCH. No. 267,308. Patented Nov. 7, 1882.

(No Model.) 2 Sheetsv-Sheet. 2. J. GRAY.

AUTOMATIC RAILROAD SWITH.

No. 267,308. Patented B10111882..

gil-07207 Ntra STATES ATENT Fries.

JOSIAH GRAY, OF CHICAGO, ILLINOIS, ASSIGNOR TO HIMSELF AND WEST- LEY HOLLENBECH, CONRAD B. SHEFLER, AND JACOB R. REED, ALL OF SAME PLACE.

AUTOMATIC RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 267,308, dated November 7, 1882.

Application led May 24, 1882. (No model.)

To all whom c'tmay concern:

. Be it known that I, JosIAu GRAY, of Chicago, in the county of Cook and State ot' Illinois, have invented certain new and useful Improvements in Railroad-Switches; and I do hereby declare that the following is a full, clear, and exact description thereof, reference beinghad to the accompanying drawings, and to the letters ofreference marked thereon,which form part of this specification, in which- Figure l represents a plan view of the track at the switch, showing the switch -rails adjusted i'or the main-track rails to allow cars to pass back and forth over these rails without interference. Fig. 2 is a similar view of the same parts, showing the switch adjusted for the siding. Fig. 3 is a vertical section taken transversely through the track in the plane indicated by dotted line @c m, Figs. l and 2. Fig. 4 is a vertical section taken across the outer extensions of the cross-tiesindicated by dotted line y y, Fig. 2.

This invention relates to railroad-switches wherein a vloaded vibrating ball-lever is used, and pivoted switch-rails are combined therewith in such manner that an engineer can move his train from a siding onto the main track without stopping and without manipulating the switch-lever, and have the switch set for the siding, or vice versa. The switch being set for the siding, an engineer can pass similarly on the main tracldleaving the switch set for main track; and the nature of my invention and improvement consists mainly in the combination of curved switch horns and guides with the switch-rails and with a vibrating loaded lever, arranged and applied substan tially in the manner as will be fully understood from the4 following description when taken in connection with the annexed drawings.

A A designate the stationary main-track rails, which are spiked to the cross-ties in the usual well-known manner, and B B are the stationary rails ot a siding or turn-out, which closely approach the main-track rails at the point a b.

C C are the switch-rails, which are pivoted at d d to the cross-ties, and whose free ends are adapted to register with either the main- 5o track rails or the siding-rails, according to the position of a loaded switch-lever, whichI shall hereinafter explain. These laterally-movable switch-rails are connected together by tierods D D D2, so that they will preserve their 5 5 parallelism.

Upon the two tie-rods D D2 are suitably secured switch-horns E E, which move with the free ends of' the switch-rails C C, and which can be adjusted with these rails either 6o for the main track or the siding. The two switch-horns EE serve as levers, so that when either one or the other impinges on the siding or main rail a ilange of a car-wheel will edect a change of the switch by simply passing into the crotch formed by the inturned end ot' the horn E and the rail against which such horn impinges.

The tie-rod D2 has pivoted to one end a pitman or connecting-bar, F, which is bifurcated 7o at its outer end and pivoted to a lever, E. rlhis lever is heavily loaded at its upper end by a weigh t, G-say aboutone hundred pounds. The lower end of this lever has a rock-shaft,

vH, formed on or secured to it atright angles Y to it, and which is provided withjournals ateach end, having their bearings in blocks J J, rigidly secured to the extensions of two cross-ties, L L', to one of which are rmly spiked the ends of the main-track rails and 'the siding-rails. 8o The throw of the loaded lever E is determined by setting this lever in a position perpendicular to the cross-ties L L and keeping the sections E in the center of or equidistant between the two rails A B, and then spiking or otherwise securing the blocks J J to the crossties. Now, it will be seen that trains passing in the direction indicated by the arrow marked on Figs. 2 and 3will always keep on the main track and automaticallyoperate the switch, if it be 9o adjusted for the siding. lfa train he moving in the opposite direction and the switch be misplaced or adjusted for the siding, the engineer must stop the train and have the switch properly adjusted for the main track. If a train on'the siding be moving in the direction indicated bythe said arrow, and the engineer desires to pass the switch and travel on the main-track rails, the sections E E are always in position for this purpose, and herein lies an important feature of my invention. When the ball-lever E is in the position shown in Fig. l the free ends of the switch-rails C will be brought home against a stop, P, in which position ofthe parts the rails C will be inline with the main track.

Havingthus fully described my invention, what I claim as new, and desire to obtain by Letters Patent, is-

l. The combination of the main-track rails and sidingrails rigidly secured to the crossties, the laterallymovable switch rails con neeted by tie-rods, the switch-horns mounted upon the tie-rods of the movable rails, and a loaded gravitating lever, all arranged and adapted to operate substantially in the inanner and for the purposes' described.

2. In a railroad-switch, the laterally-movable switch-rails having rigidly secured to their tie-rods two switch-horns, in combination with the stationary main-track and sidingor turn-out rails, substantially in the manner and for the purpose described.

In testimony that I claim the foregoing as my own I aftix my signature in presence of two witnesses.

J OSIAII GRAY. Vitnesses T. H. ALEXANDER, WM. R. KEYWORTH. 

